Lubricating oil supply system



March 14, 1950 c. B. SUES 2,500,716

LUBRICATING OIL SUPPLY SYSTEM Filed Dec. 20, 1946 2 Sheets-Sheet l 52 1 v i g 43 4] 3 l-mumlli 13! 30 62 64 44 5 l' A 7; 42 45 1 54 I 1 i 55 w 2 JNVENTOR.

March M, 1950 c. B. suEs LUBRICATING OIL SUPPLY SYSTEM 2 Sheets-Sheet 2 Filed Dec. 20, 1946 IN V EN TOR.

6,4 2; & 5 05.5,

Patented Mar. 14, 1950 ilNlTED STATES PATENT OFFICE 7 Claims. 1

The present invention relates to lubricating oil supply systems for use with internal .combustion engines, and the primary object of the invention is to provide a device for automatically replenishing the lubricatingoil supply of any high speed internal combustion stationary or marine engine as the oil is used up during its operation, with oil drawn from a bulk storage container such as a tank or drum. The device thus provides a constant oil level at all times Without requiring the attention of an operator except for periodical oil changes and refilling of the tank or replacement of empty drums with full ones. The principal advantage of the invention result ing from the elimination of the need for constant attendance by an operator is that it permits full automatic operation of engines which have heretofore required attention only for replenishment of the oil. Thus, isolated installations such as aerial beacons or radio weather stations may be left unattended. for long periods of time, or in the case of fishing boat engines, electrical generating plants, farm power plants, or the like, the engine can be operated without attention and with absolute assurance that th oil in the engine sump will be maintained at the desired level at all times.

Another advantage of the invention is that the lubricating oil is handled only once, and therefore dirt and other contaminants which are .un avoidably introduced each time that the oil is poured from a drum into a container and then into the engine crankcase, is prevented from entering the engine. During the course of using the average drum, the oil is handled approximately seventy-five to one hundred times, and as a result a considerable amount of dirt enters the engine regardless of the care of the operator or cleanliness of conditions. With the present inventionthe oil is handled only once, and when the storage tank has been refilled or an empty drum disconnected and replaced by a full one, the oil is thereafter sealed off in the system and completely protected from contamination.

Still another advantage of the invention resides in the fact that inasmuch as new oil is added continuously to the engine to replace that which has been used up, it is practical to fill the oil sump to a lower level than would otherwise be necessary since the sump is not required to hold a reserve supply of oil which can be used up before the level drops too low. As a result, a smaller volume of oil is discarded each time the crankcase is drained, with an appreciable saving in oil.

Another object of the invention is to provide a device enabling the crankcase to be refilled rapidly after draining by merel opening a valve and permitting oil to flow in relatively large volume directly from the storage container to the crankcase, with appreciable reduction in the shutdown time of the engine for oil changes.

Stillanother object of the invention is to provide an automatic lubricating oil supply system which can be connected to any drum or tank for gravity feed.-

A further object of the invention is to provide a float-controlled .oil supply system adapted tor use in marine installations and embodying means to prevent surging of oil from the crankcase of the engine to the float chamber of the valve with adverse effect upon the operation of the system.

Essentially, the present invention comprises a valve arrangement interpoased between an oil storage tank and the oil sump of the engine and consisting 20f a normally closed, manually con trolled refill valve and an auxiliary float-controlled needle valve which is operable to admit oil from the tank to the sump at the same rate that the .oil is used up by the engine. The device is mounted on or closel adjacent to the engine and is provided with a float chamber which communicates with the engine oil sump and which is arranged so that the level in the chamber is the same as the level in the sump. When the oil in the sump and float chamber is at normal level, the float holds the needle v closed, but as the level drops due to consu H tion of the oil, lowering of the float causes th needle valve to open, admitting fresh oil to restore the level in both the chamber and sum-p to normal. When the oil sum-p is to be refilled after draining, the refill valve is opened manu ally to permit oil to ilow in relatively large volume from the storage tank to the sump until the level is raised to approximately one-half to three-quarters full. The refill valve is then closed, and the float-controlled needle valve thereafter functions automatically to bring the level exactly to the desired point. A second float within th chamber is provided with an indicator stick which can be viewed through an inspection window to check the oil level.

For marine installations where the system is subject to the rolling and pitching of a boat, provalve replenishing the oil as it is used up. In its preferred form, the surge compensator comprises a pair of elements associated with the outlet line leading from the float chamber to the crankcase which function as check valves to prevent voluminous flow in either direction when the device is on automatic operation. One of these elements consists of a washer seating on the outlet opening and forming a restriction which is ineffective on the relatively small volume flow admitted through the needle valve, but which prevents voluminous flow from the float chamber to the crankcase. When the refill valve is opened, the float chamber becomes flooded and the washer-is lifted by a float from its seat to permit the oil to drain rapidly into the crankcase. The other element comprises a butterfly valve which permits oil to flow 7 without restraint from the float chamber to the crankcase, but which closes automaticall when oil tends to surge back from the crankcase to the float chamber.

The foregoing and other objects and advantages of the invention will become apparent to those skilled in the art upon consideration of the following detailed description of the preferred embodiment thereof, reference being had to the drawings, in which:

Figure 1 is a schematic view of an installation embodying the principles of the invention;

Figure 2 is an enlarged sectional view taken through the valve housing, showing the device in automatic operation to replenish the oil in the sump as used up by the engine;

Figure 3 is another View of the same, showing the refill valve open to admit oil in large volume to the float chamber and thence to the oil sump for refilling the latter after draining; and

Figure 4 is a top plan view of the valve.

Figure 1 of the drawings shows a typical installation comprising an internal combustion engine 8, elevated oil storage container- 9, and valve mechanism, designated generally by the reference numeral ill. The engine 8 may be any type of high speed internal combustion engine, either Diesel or gasoline, and comprises a cylinder block H, and crankcase l2 made up of top and bottom halves l3 and M, respectively, havin abutting flanges i which are connected by bolts 6. The bottom half, or pan, M of the crankcase serves as an oil sump for the engine, and the level of the oil contained therein is designated by the broken line L. Projecting from one side of the top half it of the crankcase is the usual breather tube ll which vents the crankcase to the atmosphere and permits escape of combustion gases blowing past the piston rings. While the engine of the illustrative embodiment is shown with the oil sump in the crankcase and the valve i5] mounted directly on the engine, the invention is also applicable to dry sump engines'wherein the oil is contained in a separate tank and is circulated through the lubricating system of the engine and returned to the tank by pumps, in which case the valve it would be mounted on or adjacent to the oil tank.

The storage container 9 may be either a permanent tank of any desired capacity, or the standard fifty gallon drum in which bulk oil is usually shipped may be used and mounted on a suitable platform. Connected into the bottom end of the tank 9 is an oil pipe line 2% which is connected at its other end to the valve iii, while a second line 2! connects the float chamber of the valve to the drain cock it or any other suitable point on the crankcase l3 below the level of the oil in the sump. Both of the lines and 2i are preferably of flexible hose, at least in part, to permit certain height adjustments of the valve housing which will be described later.

The valve mechanism It] comprises a generally cylindrical housing'22 arranged with its axis vertical and having a central cavity 23 which serves as a float chamber. Projecting downwardly from the center of the housing 22 is a, boss 24 having an internally threaded aperture 25 communicating with the float chamber 23 which is adapted to receive a coupling 25 connecting the line 2! to the float chamber. A cover plate 2i is secured by flllister head screws 28 to the top of the housing to close the top end of the float chamber 23, and is sealed by a gasket 30.

Formed integrally with the housing 22 along one side thereof is a body portion 3i having a vertically disposed bore 32 extending through to its bottom end. The lower end portion of the bore 32 is tapped to provide a tapered pipe thread 33 which receives a coupling member B l connecting the supply line 28 to the housing. Preferably, although not necessarily, the coupling member 34 has a cylindrical filter screen 35 at its top end projecting upwardly into the bore 32, for the purpose of filtering out an entrained foreign matter Which might obstruct or interfere with the operation of the valves in the housing.

The top end of the bore 32 opens into a horizontally disposed cylindrical valve compartment 33, one end of which opens into the float chamber 23 and the other end of which extends through the side of the body 3|. The chamber end of the compartment 33 is shouldered at 34 to provide a seat for a radial flange 35 formed on one end of a tubular valve seat sleeve 36. The sleeve 38 is inserted into the end of the compartment with the flange 35 abutting on the shoulder 34, and is held in place by a pin at which is passed through alined holes in the top end of the housing 22 and in the sleeve.

The outer end of the compartment 33 is threaded at 4| to receive a screw-threaded enlargement 42 formed on a tubular extension 33 projecting inwardly from the end of a bonnet 44. The bonnet 34 has a hole 45 extending through its center provided with a threaded construction it ad- J'acent its outer end which receives the lead screw threads 56] on the stem 5! of a valve 52, hereinafter referred to as the refill valve since its function is to admit oil in relatively large volume to the crankcase of the engine to reflll the same after draining. A hand wheel 53 is screwed onto a threaded stud 54 projecting from the outer end of the valve stem 5! and is secured by a screw 55 vhich is threaded into a hole in the end of the s ud.

The head 56 of the valve 52 is adapted to close on the outer end of the valve seat sleeve 38 t seal the compartment 33 from the float chamber 23. A shoulder 60 formed on the back side of the head '56 provides footing for a seal compression spring 61 which bears at its other end on a washer 52. The washer 62 is positioned in the bottom end of a cavity 63 in the tubular extension 33, and is backed up by an O ring seal M of oil resistant synthetic rubber. A second washer 65 backs up the 0 ring seal, and the latter is thus sandwiched between washers and compressed by the spring 6|, so that it is expanded against both the stem 5| and wall of the cavity 63 to seal the bonnet against leakage past the stem.

The valve 52 is drilled centrally to form an axially extending passageway -66 which is shouldered at 10 to provide a seat for a needle valve 1|. The passageway 66 is intersected by a lateral hole 12 extending through the side of the stem and communicating with the compartment 33. The needle valve H is slidably disposed within the passageway 66 and is operable to admit oil in relatively small volume when the reflll valve v52 is closed to replenish the oil in the crankcase l2 as it is used up by the engine. A spring 13 in the bottom of the passageway 66 urges the valve 1| away from its seat 10, and

the valve is limited in .its outward movement by a stop pin 14 which is inserted into a hole in the end of the valve head 56. The head of the stop pin 14 overhangs the end of the passageway 66 and is engageable by a shoulder 15 on the needle valve H.

A round-nosed pin 16 projects from the inner end of the needle valve H in the direction of the float chamber 23 and is engageable by an arm :80 extending upwardly from a bracket 8| which is secured by bolts 82 to the top of a float 83. The float 83 is preferably annular in shape and may be made of any light weight, oil resistant materia1 such as cork or the like. A bushing 84 is fixed to the bracket 8| at the junction of the arm 8|] therewith, and a transversely extending fulcrum pin '85 is passed through the bushing and fixedly held in the side walls of the sleeve 36. The fulcrum pin 85 serves as a pivot for the float 83, allowing the latter to swing up and down in an arcuate path as the level of the oil in the float chamber rises and falls.

When the oil level in the float chamber 23 is at the normal height shown in Figure 2 of the drawings and the refill valve '52 is closed on the end of the sleeve 35, the needle valve 5| is held by the float 83 against its seat Ill. As the level drops due to consumption of the oil in the crankcase i2, the float 83 swings downwardly about the pivot 85, causing the arm 80 to rock in a counterclockwise direction away from the pin 16 of the needle valve. Movement of the arm 80 away fro the pin 16 allows the spring I3 to push the needle valve 1| 01f its seat, admitting oil from the compartment 33, through the passages 12 and 66, to the float chamber 23 and thence through the line 2| to the crankcase. As the level in the crankcase and float chamber is raised by the added oil, the float 83 rises with it, closing the needle valve on its seat.

An indicator stick .90 is provided to permit visual check of the oil level in the float chamber which is, of course, indicative of the oil level in the crankcase, and in the embodiment illustrated the stick is disposed vertically in the center of the float chamber 23 and extends upwardly through ahole 9| in the cover plate 21. The hole 95 is slightly larger in diameter than the rod 90, leaving a certain amount of clearance between them. The cover plate 21 has a central, downwardly extending boss 92 on its bottom surface concentric with the hole 9| and an upwardly extending boss 93 on its top surface coaxial with the boss 92. The top boss 93 is counterbored at 9A and threaded at 95 to receive a coupling member 95 for connecting a'vent line 91 thereto. The vent line 91 is preferably of flexible hose, and is connected at its other end by a fitting 98 to the breather tube H, as shown in Figure 1, or'to any other suitable point on the top half l3 of the crankcase, and its purpose is to obtain the same pressure conditions inthe float chamber 23 as exist in the crankcase. If some such provision for venting the float chamber to the crankcase through the latter.

nated at the bottom of the float l were not provided, any slight increase in pressure case might be dangerously low. The importance of this feature becomes evident when it is realized that a pressure of only two or three inches of water, :which is commonly obtained in engine crankcases, even though equipped with a breather tube, will produce a head difference of two or three inches between the respective levels, which would make the device relatively inoperative.

The upper end of the indicator stick 90 is provided with a stripe of green paint I00, with red portions Ill! and H32 above and below the green portion. These colored portions of the stick are viewed through an inspection window comprising a hole [04 drilled transversely through the top boss 93. A cylindrical glass tube I 05 isdisposed within the counterbore 94 and rests at its bottom end on a gasket I06 which is seated on the shoulder formed at the junction of hole 9| with the counterbore 94. The top end of the glass tube I05 is likewise engaged by a gasket H11 surmounted by a washer H18 which is engaged by the bottom end of thethreadedtubular extension l H] of the coupling member 96. The glass tube N35 is thus sandwiched between sealing gaskets and is clamped tightly by the coupling 96 to seal the same against leakageof oil past its ends. A cylindrical float l is fixed to the stick =90 intermediate its ends and is positioned so that when the oil level in the'float chamber 23 is normal, the green portion Hill of the indicator stick is aligned with the inspection hole I04 and can be seen If the level in the float chamber 23 drops, the top red portion -|0| becomes visible through the inspection hole 104, warning the operator that the level in the float chamber and crankcase is low and that steps should be taken to rectify the situation by refilling the storage tank *9 or checking the valve mechanism It for faulty operation. If the level in the float chamber-rises'above'normal, the lower red portion l2 on the indicator stick becomes visible through the hole I04, warning the operator of an abnormal condition which should be inv-es-tigated.

Where the valve mechanism Ill is to be used with a stationary engine, the stick '90 is termi- For-marine installations, however, where the engine and. oil supply system are mounted in a boat subject to pitching and rolling, producing appreciable momentary differences in head level between the crankcase oil sump and float chamber, a surge compensator is provided which is illustrated in the drawings and designated generally by the reference numeral H2. The surge compensator 2 comprises a washer H3 which is adapted to seat on the top end of the coupling 26 (Figure 2) and functions to prevent the voluminous flow of oil from the float chamber 23 to the engine crankcase, and a butterfly valve Ill disposed within the coupling 26 which operates to prevent surging from the crankcase back into the float chamber. The washer H3 is provided with a central aperture H4 through which is passed an extension H5 of the stick 90. The aperture H4 is slightly larger in diameter than the stick extension H5, leaving a clearance between them of substantially the same area as the clearances between the needle valve II and passage 66. Thus, the relatively small volume of flow admitted by the needle valve is unaffected by the restriction of the washer I I3, whereas any tendency for the oil to flow in large volume from the float chamber to the crankcase is effectively prevented.

The bottom end of the stick extension H projects below the washer I I3 and has a cross pin H6 inserted through a hole therein which is engageable with the bottom of the was-her to lift the same off its seat when the float III rises above a predetermined level due to flooding of the float chamber by the refill valve. With the washer I I3 thus lifted off its seat, the oil in the float chamber is permitted to drain rapidly into the crankcase. Suiflcient clearance is provided between the pin IIS and washer II3 when the oil level in the float chamber is normal to permit the level to fluctuate slightly during normal operation without lifting the washer on" its seat.

The butterfly valve II! is freely pivoted on a pin H8 which is inserted through holes in the sides of the threaded nipple of the coupling 26. The pivot pin H8 is oflset slightly to one side of center, and the butterfly is movable between the inclined closed position shown in Figure 2 and the vertical open position shown in Figure 3. The butterfly is weighted so as to assume the closed position, but is adapted to be swung to open position by the pressure of oil flowing in large volume from the float chamber to the crankcase, as when the refill valve has been opened. Sui-hcient clearance is provided around the edge of the butterfly when closed to permit the small volume of oil admitted by the needle valve to pass through without restraint, but any tendency for the oil to surge back up into the float chamber is effectively resisted.

From the foregoing discussion, it will be evident that successful operation of the device depends upon a common oil level in the crankcase and float chamber, and to this end means are provided for adjustably securing the valve mechanism to the engine structure, permitting vertical adjustment of the valve mechanism to accommodate the normal operating level of the oil in the engine crankcase. Such attaching means is preferably in the form of a bracket I20 having a horizontally disposed, elongated flange I2I which is adapted to be mounted against the underside of the bottom crankcase flange I5. Two of the crankcase bolts I 6 are used to secure the bracket to the crankcase, said bolts being passed through elongated slots I22 in the flange I 2|. The purpose of the slots I22 is to accommodate variations in the spacing of the crankcase bolts I6. If the original crankcase bolts I6 ar too short to accommodate the added thickness of the bracket flange !2I, they may be replaced by slightly longer bolts. Spaced laterally from the flange I2I is a vertically disposed body portion I23 having a vertical channel I24 in its outer face. One side of the channel I24 has a V-notch I25 cut into it which receives a correspondingly shaped portion I26 of a vertically disposed rail I 30 formed integrally with the housing 22 and connected therewith by a web I3 I. Two vertically spaced set screws I 32 are screw-threaded into holes in the side of he body 23 opposit the V-notch i 25 and engage the flat back side of the rail I30 to clamp the latter tightly into the V-notch I25. Vertical adjustment of the valve mechanism ID is obtained by merely loosening the set screws I32 and raising or lowering the valve mechanism to the desired level. At the time the valve mechanism is installed on the engine, the crankcase I2 is first filled to normal operating level and the mechanism is then adjusted up 'or down until the green mark I00 on the indicator stick becomes visible through the inspection Window I04. The set screws I32 are then tightened up.

A shut-01f valve I33 is also provided in the supply line 20 just below its point of connection with the storage tank 9, and th purpose of this valve is to permit the flow of oil to be cut ofi entirely while the engine crankcase is being drained. Except for drain periods, the valve I33 is left fully open at all times.

The operation of the invention is believed to be self-evident from the foregoing description but for convenience will be summarized again. When the oil in the crankcase is to be drained, the shutoff valve I33 is closed and the drain cock I8 is opened. Upon completion of the draining operation, the drain cook 88 is closed and valve I33 is opened. The refill valve 52 is then opened fully by turning the hand wheel 53, and oil is admitted in relatively large volume to the float chamber 23. Becaus of the restriction in the surge compensator IE2, the float chamber 23 becomes flooded, causing the two floats III and 83 to rise to the position shown in Figure 3. The buoyancy of the float I H causes the Washer II3 to be lifted ofl" its seat, and oil is thus allowed to flow in volume through line 2! to the crankcase I2. When the crankcase becomes approximately onehalf to three-quarters full, the refill valve 52 is closed tight. Sinc the level in the crankcase and float chamber 23 is below normal the float B3 drops down to the position shown in dot-dash lines in Figure 2, allowing the needle valve II to open and admit oil in relatively small volume until the level is brought to the normal operating height. As the oil in the float chamber 23 reaches normal level, the float 83 causes the needle valve II to close, thereby preventing admission of any more oil. From then on, the float-controlled needle valve automatically maintains the oil at normal level at all times, replenishing that which is used up by the engine during its operation.

.While I have shown and described above in considerable detail What I consider to be the preferred form of my invention, it is to be understood that such details are not restrictive but that various changes may be made in the shape and arrangement of the several parts without departing from the broad scop of the invention as defined in the appended claims.

I claim:

1. A lubricating oil supply system for use with an oil storage tank and an engine having an oil sump, said system comprising a housing having a float chamber communicating with said sump below the oil level thereof and disposed so that the oil in the chamber is at the same level as in the sump, a valve compartment communicating with said chamber, a manually controlled refill valve disposed within said compartment and operable to close the same off from said chamber, an oil line connecting said storage tank with said valve compartment, a passage formed in said refill valve open at one end to said compartment and at the other end to said float chamber, a valve member arranged within said passage, and a float disposed within said chamber and engageable with said valve member to hold the same closed when the oil level in the chamber is at normal height, said float permitting said valve member to open when the level in the chamber drops due to consumption of the oil in said sump by said engine, whereby oil from said storage tank is admitted to said floatchamber and thence to said oil sump to restore the level in said sump and said float chamber to normal,

2. A lubricating oil supply system for use with an oil storage tank and an engine having an oil sump, said system comprising. a housing having a float chamber communicating with said sump below the oil level thereof and disposed so that the oil in the chamber is at the same level as in the sump, a valve compartment communicating with said chamber, an oil line connecting said storage tank with said compartment, a manually controlled refill valve movable axially within said compartment between open and closed positions and operable to admit oil in relatively large volume to said chamber and sump to refill the latter rapidly after draining, a passage formed in said refill valve open at one end to said compartment and at the other end to said float chamber, a valve seat formed in said passage, a needle valve slidably disposed within said chamber and adapted to close on said seat, spring means yieldingly urging said needle valve away from said seat, and a float within said chamber engageable with said needle valve to close the same on said seat against the pressure of said spring means when the oil within the chamber is at normal level, said float permitting said needle valve to move away from said seat responsive to the urging of said spring means when the level within said chamber drops below normal to admit oil to the chamber and thence to said sump to replace oil used by said engine.

3. A lubricating oil supply system for use with an oil storage tank and an engine having an oil sump, said system comprising conduit means connecting said tank with said sump and includ ing a refill valve operable to admit oil in relatively large volume from said tank to said sump to refill the latter rapidly after draining, a passage extending through said refill valve, and a second valve disposed within said passage and operable when said refill valve is closed to admit oil automatically at a rate to replenish the oil in said sump as used up by said engine.

4. A lubricating oil supply system for use with an oil storage tank and an engine having an oil sump, said system comprising a fioat chamber, a line connecting said chamber with said tank, an outlet opening in the bottom of said chamber, a second line connectin said outlet opening with said sump, a float-controlled valve for admitting oil in relatively small volume from said firstnamed line to said chamber and thence to said sump to replace the oil used up by said engine, a member seating on said outlet opening and having a hole provided therein forming a restriction which is relatively ineffective on the volume of oil admitted by said valve but which prevents the surging of oil from said fioat chamber to said sump, and means for removing said member from its seat to permit oil to flow in large volume from said chamber to said sump.

5. A lubricating oil supply system for use with an oil storage tank and an engine having an oil sump, said system comprising a fioat chamber, a line connecting said chamber with said tank, an outlet opening in the bottom of said chamber, a second line connecting said outlet opening with said sump, a float disposed within said chamber, a valve controlled by said float for admitting oil m-relativelysmall volume: from said first-named line to said chamber and thence? tov said sump to replace: the" oil used? up by said engine, a washer seating on said outlet opening and having a central hole provided therein. forming a. restriction which is. relatively inefiective on the volume of oil admitted by said valve, but which prevents the surging: of oil from said float chamber to said sump; a second float in said chamber, a member on said second fioat extending through the hole in said washer and engageable therewith to lift the washer from its seat when said chamber becomes flooded to permit oil to flow in large volume from said chamber to said sump, and means permitting: the free flow of oil from said chamber to said sump but preventing the surging of oil in the reverse direction.

6', A lubricating oil supply system for use with an oil storage. tank and an engine having an oil sump, said system comprisingia float chamber, a line: connecting: saidv chamber with said tank, an outlet opening in the bottom of. said chamber, a second line connecting said outlet opening with said sump, a float disposed within said chamber, a valve controlled by said float for admitting oil in relatively small volume from said firstnamed line to said chamber and thence to said sump to replace the oil used up by said engine, a washer seating on said outlet opening and having a central hole provided therein forming a restriction which is relatively ineffective on the volume of oil admitted by said valve, but which prevents the surging of oil from said float chamber to said sump, a second float in said chamber, a vertically disposed indicator stick extending upwardly from said float, a transparent inspection window to permit said stick to be viewed from the outside to check the level of the oil in said chamber, said stick having a downward extension passing through the hole in said washer, means on said stick engageable with the bottom of said washer to lift the latter from its seat when said float chamber becomes flooded to permit oil to flow from the chamber to said sump in large Volume, and a normally closed butterfly valve pivoted to one side of its center in said second line, said butterfly valve being opertive, when closed, to permit the relatively small volume of oil admitted by said needle valve to pass from said float chamber to said sump without restraint, but preventing the surging of oil from the sump back to the chamber, said butterfly valve being moved to fully open position by the pressure of oil flowing in large volume from said chamber to said sump.

7. A lubricating oil supply system for use with an elevated oil storage tank and an engine having a crankcase, said system comprising a housing adapted to be mounted on said crankcase and having a float chamber provided therein, a valve compartment opening into said chamber, a line connecting said tank with said compartment, an outlet opening in the bottom of said chamber, a second line connecting said outlet opening with said crankcase below the level of the oil contained therein, a normally closed, manually operable refill valve disposed within said compartment and adapted to admit oil in relatively large volume to said chamber and thence to said crankcase to refill the latter rapidly after draining, a passageway in said refill valve opening at one end into said compartment and at the other end into said chamber, a needle valve slidably disposed within said passageway and movable between open and closed positions, an annular float within said chamber 'engageable with said needle valve when the level in the chamber is at normal height to hold said valve closed, said float permitting said needle valve to open and admit oil into said chamber in relatively small volume to replace the oil used up by said engine, a washer seating on said outlet opening and having a central hole provided therein forming a restriction which is relatively inefiective on the volume of oil admitted by said needlevalve but which is operative to prevent surging of oil from said chamber to said crankcase, a second float disposed within said chamber, a rod on said second float extending down through the hole in said washer and engageable with the washer to lift the same from its seat when said chamber becomes flooded by said refill valve to permit oil to flow in large volume from said chamber to said crankcase, and means permitting the free flow of oil from said chamber to said crankcase but preventing the surging of oil in the reverse direction.

CARL B'. SUES.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,109,417 Henkelman Sept. 1, 1914 1,280,222 Hester Oct. 1, 1918 1,421,583 Seng July 4, 1922 1,421,995 Rowan July 4, 1922 1,632,215 Borbeck June 14, 1927 FOREIGN PATENTS Number Country Date 22,270 Great Britain 1902 62,649 Switzerland Nov. 2, 1912 279,367 Germany Oct. 17, 1914 464,121 France Jan. 6, 1914 

